Carburetor



Sept. 18, 1928. 1,684,840

M. MALLORY GARBUHETOR Filed Jan. 8', 1927 glwmmtoz Patented Sept. 18, 1928.

UNITED STATES PATENT OFFICE.

EARION MALLORY, 0F TOLEDO, OHIO.

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Application filed January 8, 1927. 'Serial 1T0. 159,790.

My invention has for its object to provide a means for producing a vacuous condition at the fuel outlet of a carburetor by means of the engine valves and pistons, that varies according to the speed of the engine whereby desired proportional amounts of fuel and air may be drawn into the engine also when it is desired to speedthe engine or when it is desired to place an increased load on the engine let or throttle valve of the-carburetor, name-- ly, the valve that is usually operated by the accelerator 'or the hand lever that is manually used for varying the speed of the engine and is customarily operated when the engine is to be subjected to an increased load as when an automobile is being driven up or is about to be driven up a hill, or when it is desired to increase'the speed of the car. Thus the object of my invention is to provide for a quick pick up of the engine.

The. invention may be contained in constructions of different forms and to illustrate a practical application of the invention, I have selected a means. for controlling the carburetor that is dependent for its action on the speed of the engine, as an example of suchconstructions and shall describe it hereinafter. The structure selected for purpose of illustration is shown in the accompanying drawing.

Fig. 1 of the drawings illustrates aview somewhat diagrammatic in form showing a carburetor and an automatic controlling means operative through the choke valve of the carburetor. Fig. 2 is a view of a section through the carburetor. Fig. 3 is a view of a section showing a top view of an automatically and manually controlled choke valve of the carburetor. Fig. 4. is a view of a section showing a governor that isv driven by the en ine. Fig. 5 is a side view of a lever that is operated by the governor shown in Figs. 1 and 4:. Fig. 6 is a top view of a part of the casing enclosing the governor and shows the upper end of the lever illus-' trated in Figs. 1, 4 and 5.

The carburetor shown in the drawing is of a somewhat simple type having, as is common 1n carburetors, a Venturi shaped chamber through which the air is drawn by the operation of the pistons in the cylinders of the engine and the engine controlling valvesin themanner well known in the art. The nozzle 1 of the carburetor 2 rojects into the air passage-way 3 of the car uretor which communicates with the passage-way i of the intake manifold 5 that is connected to the eninc. The carburetor also has the usual adustable needle valve 24: for regulating the fuel outlet. The carburetor also has the usual. throttle valve 6 that is operated by the lever 7 and rod 8. The rod 8 is connected to the usual pedal accelerator and hand accelerator for varying the opening of the butterfly valve 6 according to the work that is to be done b v the engine. As usual the control of the en-' gine is obtained through the manual operation of the butterfly valve 6. c I

As is well known in connection with the control of engines by means of a throttle, a sudden opening movement of the throttle valve produces a reduction of the speed of the engine which lasts but a moment and when the fuel reaches the engine in a slightly increased quantity, the engine will then pick up in its speed, particularly as is commonly the case when the choke is substantially wide open. Sudden opening of the throttle valve produces an excess of air supply according to the quantityof fuel that is drawn into the Venturi shaped passage-way of the carburetor. Inasmuch as the inlet passage-way 9 of the carburetor is wide open, the vacuous condition at the end of the nozzle, namely, at the fuel inlet, is not materially instantaneously varied'by the opening of the throttle valve 6 and there is produced an exceedingly' lean mixture of the fuel with the air which causes the engine to lose its power for a short period of time and prevents or delays the pick up of the engine. By my invention means is provided for varying the effective area of the air inlet according to the nished to it a suflicient amount of air as well as fuel to cause its operation at substantially maximum efiiciency and maintaint'he desired mixture of the air for the work being done and also to maintain the restriction to the air flow until anincreased amount of fuel has reached the engine when it is desired to increase its speed or increase in its load carrying power. This variable restriction that is dependent upon the speed, is maintained until the speed is changed through the result of increasing the amount of the fuel supply to the engine. In the form of construction shown in the drawings, the choke valve 15 is connected to means for varying its opening according to the speed of the engine. The choke valve 15 is supported on a spindle 16 that may be manually operated by means of the lever 17 and the rod 18 that goes to the dash or instrument board 23 of the automobile where it may be conveniently operated to close the choke in order to give the engine an extra supply of gasoline, such, as, when in starting the engine. The friction of the rod 18 and. the parts connected thereto, or through which it operates, as the instrument board, provides means for adjusting the choke as may be desired. A sleeve 19 is interposed between the butterfly valve l5 and the spindle 16. The sleeve 19 is provided with a slot 20 and a pin 21 extends into the spindle 16 and through the slot 20 whereby there may be produced a. limited movement as between the spindle 16 "and thesleeve 19.* The throttle valve 15 is connected directly to the I sleeve 19. A spring2 2 operates to yieldingly hold the valve 15 and the sleeve 19 in a position determined by the length of the slot 20 and the position of the pin 21 located in the slot. In the particular form of construction shown in the drawing, one end of the spring 22 is connected to one end of the sleeve 19 and the other end of the spring 22- is connected to the spindle 16 and the spring 5 22 is under tension so as to position and main tain the pin 21 normally at one end of the slot 20. When, therefore, the. spindle 16 is moved by the operation of the lever 17, thebutterfly valve 15 will be closed. This is when the rod 18 is manually drawn towards the operator. The position of the sleeve 19 and consequently the position of the butterfly valve 15 relative to the spindle 16, and particularly the position of the pin 21, relative to the slot 20, is determined by the speed of the engine which operates to vary the angular position of the sleeve 19 on the spindle 16. The sleeve 19 is provided with an arm 25 which is connected by means of a rod 26 to the governor 27 Movement of the rod 26 will angularly move'the arm 25 which will shift the sleeve 19 relative to the spindle 16 against the tension of the sprin 22. The spindle 19 will be held in position y the friction of the choke rod 18 inthe dash or instru ment board 23. Thus the butterfly valve 15 is opened as the rod or wire 26 is drawn, the sleeve 19 rotating on the spindle 16 as the sides of the slot 20 move relative to the pin 21. When the rod or wire 26 is released the spring 22, which has one end connected tothespindle 16, that is adjustably secured in position, and the other end connected to the sleeve 19, rotates the sleeve 19 in the opposite direction to return the butterfly valve 15 to the position in which it is adjustably located by thearm l7 and the rod 18.

The governor 27, that operates the rod 26, may be secured to any part of the engine as by a bracket 30 where it will be convenient for connection with the carburetor and for purpose of inspection and repair. The governor may be of any suitable type well known in the art and for purposes of illustration aball governor is used for operating the rod 26 which in turn operates the butterfly valve 15. The governor 27 may be connected to any suitable rotated part of the engine. Preferably, the governoris connected to the cam shaft 31 of the engine. In the illustration, a bevel gear 32 is connected to the cam shaft 31 and the bevel gear 52 operates upon a bevel gear 33thatis connected to the shaft36. The shaft 36 is rotatably supported in the case or shell 37 that contains the governor. The ball type governor has a fixed collar 38 and a slidable collar 39 which are connected together by means of the links 40, balls 41 being located at their mid-joints. A compression spring 42 is located intermediate the collars 38 and 39 which operates, to yeildingly raise the collar 39. Upon'rotation of the shaft 36 the balls 41 are-; forced outward and centrifugally draw speed at which the shaft 36 is rotated in the v manner well known in the art. A bell crank lever 45 is 'pivotally supported on a boss 46 formed on the'side wall of the case and is connected to the collar 39, somewhat loosely, to

: allow for the angular movements, of the end of the lever 45 relative to the vertical movements of the collar 39 on the shaft 36. The

connection is made by means of a collar 47 "one arm of the lever 45 is made in the form-of a Y so as to receive the collar 47 between the "ends of the arms of the Y. The arms of the Y are pivotally connected to the collar 47 as;

indicated in Fig. 5. The collar 39 has'a thimble 48 having an inturned edge or having inturned fingers that fit into a channel 49 formed in the collar 47,'whereby the thimble and sleeve 39 may be rotated with the shaft 36 while the collar 47 remains stationary. The other arm of the bell crank lever is connected to the rod 26 and so that increasing the speed of the engine will draw on the rod 26 and turn the arm 25, sleeve 1.9 and, consequently, the butterfly valve 15 in such a direction as to further open the butterfly valve 15 and reduce the restriction tozthe air flow. Thus,

neeaeeo when the throttle valve 6 is further opened to enable the engine to perform a greater amount of work, either to increase the speed of the engine or to go up an'incline, there will be an immediateincreased flow of fuel to the engine through the intake manifold owing to the restriction that is maintained by the choke valve between the air inlet and the fuel inlet and the engine will receive an increased supply of fuel produced by increased opening of the butterfly valve 6 since the increased vacuous condition produced by the engine will be immediately responded to by an influx of fuel. When, however, the engine receives the added fuel and, as its speed increases, it further opens the butterfly valve 15 and changes-from the required richness of mixture to the required leanness and thus produces the maximum efficiency of the engine and yet gives to the engine the ability to quickly'pick up when it is desired; lhus with a given opening of the choke valvel5 there will be an increase of the work done by the engine as when a car starts up a hill, The valve 15 may not vary in its open area, that is the speed of the engine may be constant, and yet by opening the throttle more work will be done by the engine.

l claim:

In a carburetor for an internal combustion the fuel inlet, a second valve for closing the passage-way interposed between the fuel in let and the intake of the engine, means for automatically opening the first named valve according to the speed of the engine, means for manually operating the second named valve, and means for manually operating the first named valve independently of the automatically operating means.

. lln witness whereof I have hereunto signed my name to this specification.

i MARIONMALLORY, 

